Brake mechanism



l Oct. 31, 1939. R. J. BusH ET AL 2,177,959

BRAKE MECHANI SM RANPUN .l. BUH WlLLlAM H. GLASS 'ATTORNEY CJ N 00 ,M Q x\ n. Q 1: Q Sr' 9 1 INVENTORS O h-t RANmN d. BUSH \N\LL\AM H. GLASS Oct. 31, 41939. R. .J4 BUSH Er AL 2,177,959

BRAKE MECHANISM Filed Feb. 223,y 1959 2 sheets-sheet 2 ATTORNEY '53; June i8,

Patented Oct. `31, 1939 PATENT OFFICE fairnessv n BRAKE MECHANISM Rankin J. Bush, Jeannette, anawilliam H. Glass, Pittsburgh, Pa., assignors to The Westinghouse Air Brake Company, Wilmerding, Pa., a cor.- f

poration of Pennsylvania Application February 28, 1939,` SerialNm 258,942

25 Claims.

This invention relates to brake rigging for railway vehicle trucks and more particularly to the general type disclosed in the pending application of Carlton D. Stewart, Serial No. 214,517, filed i933, in which the downwardly acting forces set up in the brake rigging by clasp arranged brake shoes, when in rictional braking engagement with the wheel and axle assembly, are transmitted to the assembly instead of to the additional brake shoe or shoes into braking engagement with the assembly to assist in braking the assembly.

The brake rigging disclosed in the above mentioned pending application comprises one or more brake shoes or pairs oi brake shoes arranged in clasp relation at opposite sides of and below the axis of the wheel and axle assembly andrsup-y ported by substantially vertically arranged hangers pivotally connected at their upper ends to spaced portions of a beam. One end of this beam is pivotally connected to the truck frame preferably adjacent the longitudinalcenter thereof. A third brake shoe, or a pair of brake shoes,

is pivotally connected to the beam between thev hangers directly over the assembly.

When an application of the brakes is eiected with the above described arrangement, the op` positely disposed clasp arranged brake shoes are forced toward each other into engagement with the assembly and dueto the shoes engaging the assembly below its axis, said'shoes are forced downwardly around the assembly a certain de@ gree and in so moving turn the beam about its .i pivotal connection with the truck frame and thus draw the additional shoe or shoes located above the assembly into braking engagement therewith.A

The additional brake shoe or shoes thus act not only to eiect a certain degree of braking of the assembly but also act through the beam to support the clasp arranged brake shoes in braking relation with the assembly.

In any clasp brake arrangement embodying oppositely disposed brake shoes located below the `axis of the assembly, a greater force is required to support the shoe or shoes at the leading side of the assembly than at the trailing side, since at .the leading side the assembly acts to drag the brake shoes downwardly while at the trailing side the assembly tends'to lift the brake shoes. Therefore in a brake rigging such as above ydescribed, the degree of pressure, and therefore the degree of braking, of the additional shoe or shoes on the assembly depends upon the location or" ,the pivotal connection betweenl the beam and truck frame and are thus employed for forcing an- (Cl. 18S-58) n truck frame with respect to the leading and trailing sides of-thelwheel and axle assembly, such pressure being greater when the pivotal connection is at the trailing side of the assembly, since the brake shoe at the leadingside offthe assembly is provided with a longer'lever arm to force the additional shoe into braking contactv with the assembly.

With the above facts'in mind andl also the fact that during retardation the leading wheel and axle assembly of a truck carriesa larger portion of the load'than the rear wheel and axle assembly, the brake mechanism disclosed in the aforementioned- Stewart' application was so arranged and appliedr to the Wheel and axle assemblies of the truck as to brake thefleading assembly to ak greater degree than the trailing assembly, in order t'o `pro'videior maximum braking and retardation of Ythe truck.

In certaininstances it may however be desirable to brake all of the wheel and axle assemblies of a vehicle truck to the Vsame uniform degrae,- and one'object of the invention 1s therefore to provide a'novel brake arrangement of the abovegeneral -type for accomplishing this result.

Another object of--theV invention is to provide a novel brake arrangement, of the type above described, in which` the parts are so designed and arranged as to provide the same degree of braking of afwh'eel and axle assembly for both directions of rotation thereof;

In the construction disclosed in the above mentioned Stewart application the clasp brake shoes areconnected to the beam at opposite sides of the connection between the beam and the additional brake shoe or shoes. During braking this results in'subjecting the beam to a turning forcevwhich tends to turnA the beamv about t-hepivotal connection With the additional shoe orslioes.y The beam is however supportedV against this tendency to Yturn by its pivotal connection with the truck frame. Another object of the invention isr therefore to'provide a novel brakel arrangement of the generalv type above described but so designated and arranged that the beam tion, of the truck shown in Fig. l; and Fig. 3 is a sectional view taken on the line 3-3 of Fig. 2.

Description. of parts As shown in the drawings, the improved brake equipment is associated with a railway vehicle truck which, for the purpose of illustration, may comprise a truck frame I and a plurality of longitudinally spaced wheel and axle assemblies for carrying said frame; only a portion of said frame and of one wheel and axle assembly being shown in the drawings. Each wheel and axle assembly comprises a pair of laterally spaced wheels 2 which are secured to an axle 3 in any desired manner and in the usual spaced relation.

The truck frame I comprises side members 4 rigidly connected in spaced relation by end members 5 and transoms 6; (only one end member and transom being shown). The axle 3 is suitably journaled inboard and adjacent the wheel 2 in a journal bearing 1 slidably mounted between pedestal jaws 8 depending from the side frame 4. A spring 9 is interposed between each bearing 1 and the side member 4 for resiliently supporting the truck frame.

Located outboard of the wheel 2 is a pair of spaced brake drums I8. These drums are preferably formed integral with each other with an intervening space II provided between the two drums, and are secured to the axle 3 outboard of the wheel 2 for rotation therewith. Each of the drums I0 is provided with a peripheral, friction braking surface I2 which is adapted to be irictionally engaged by three brake shoes I3, I4 and I5 radially arranged around the drum for braking the wheel and axle assembly. The brake shoes I4 and I5 are located with the center of their braking faces below the horizontal centerline of the brake drums and at opposite sides 'thereof in clasp relation, while the brake shoes I3 are located above the drums on substantially the vertical center-line thereof. Each of the brake shoes is carried by a brake head I1 of usual constructionand having on the face op- .posite the shoes spaced parallel supporting flanges I6 extending in the direction of the length of the shoe.

Located outboard of the wheel 2 and extending longitudinally of the truck frame I over the brake drums IO is a combined brake torque and brake rigging support member I8. This member is preferably in the form of a single casting having laterally disposed vertically arranged side pieces i9 which at the end adjacent the truck transom 5 are pivotally supported on a pin 20. The pin 20 is carried by two spaced lugs 2| projecting upwardly from an outwardly extending portion 22 of the side frame 4.

A brake cylinder device 23, arranged to work in the direction of the length of member I8 and toward the end member 5 of the truck frame, is disposed between the side pieces I9 adjacent the pin 20 and is secured to said pieces by bolts 24. Beyond the brake cylinder device the two side pieces -I9 converge and each extends centrally over the top of one of the two brake drums I0. Over the brake drums, the side pieces I9 are integrally connected together by a laterally extending top piece 25 and two spaced laterally extending bridge pieces 26.

The end of member I8 adjacent the end member 5 of the truck frame is provided with an outwardly extending lug 21 which is disposed to move vertically in a pocket 28 provided in a member 29v whichextends outwardly from the truck side frame 4 adjacent the end member 5. The lug 21 rests on a spring seat 30 carried by a spring 3| which is seated on the bottom. wall 32 of the pocket 28. Extending through a central opening in the spring seat 38 and an aligned opening in the wall 32 is a bolt 33 having on its upper end a head 34 which forms a stop for the spring seat to limit upward movement of the seat relative to the wall 32, Exteriorly of the pocket 25 there is screwed on to the lower end of the bolt 33 an adjusting nut 35 which is adapted for engagement by the wall 32 to limit upward movement oi the bolt. Also screwthreaded on this portion of the bolt is a check nut 36 which is adapted to lock the nut 35 in its proper adjusted position on the bolt.

It will here be understood that the spring 3| is of considerably less value than the truck supporting spring 9 so that it may be compressed without compressing the spring 9. The spring 3I is however of such value that when the brakes are released it will support vthe member I8, and thereby parts of the brake mechanism carried by said member and to be hereinafter described, in their brake release position in which these parts are shown in Fig. 2.

The head 34 of the bolt 33 is preferably square in cross-section and extends through a correspondingly shaped opening in the lug 21 for holding said bolt against turning upon adjusting the nuts 35 and 36.

Interposed between and operatively engaging the upper face of the lug 21 and an upper wall 31 of the pocket 28 is a spring 38 which is adapted to oppose undue upward movement of the member I8 relative to the truck frame when the brake rigging is in its brake release position and as the truck is subjected to the usual service shocks.

Directly over the brake drums I 0, the brake heads I1 carrying the shoes I3 are secured to the side pieces I9 of member I8 by a transversely extending pin 39 arranged substantially on the vertical center-line of the drums and extending through said side pieces and the supporting anges I6 of the brake heads; it being noted that each rof said side pieces I9 is disposed between the flanges I6 of one or the brake heads I1 for holding the brake shoes I3 centralized with respect to the braking faces I2 of the drums.

One end of a combined hanger and dead brake lever 40 is pivotally connected at its upper end to the pin 39 between the brake heads I1 carrying the two brake shoes I3. This lever extends diagonally through the space II between the two brake drums ID and between the brake heads I1 carrying the brake shoes I4, and is pivotally connected to the flanges IS or" said heads by a transversely extending pin 4I. Two parallel, diagonally extending hangers 42 are disposed opposite the hanger 40, one at each of the opposite faces of the two brake drums I0. The upper ends of the hangers 42 are pivotally connected to the pin 39 outside of the brake heads I1 while the lower ends of said hangers are disposed adjacent the opposite faces of the brake heads I1 carrying the brake shoes I5 and are pivotally connected thereto by a pin 43 which extends through said hangers and the side flanges I5 of said brake heads I1.

By the arrangement just described it will be noted that the pin 39 which secures the brake shoes I3 to the member' IB also carries through the hangers 48 and 42, the brake shoes I4 and I5 and the the brake heads carrying same.

zontally extending tie rod 47. The tie rodi IIIv is disposed below the brake drums I3 in line to operate through the space Ii between said drums,Y

and the opposite end of said rod ispivotally connected by a pin 'it to a portion i9 of the hanger Ml, whicheXtend-s beiow the pivot pinAI. J

The brake cylinder device23 comprises a casing secured to the side pieces ISI of the member' I8 as above described. A non-pressure head. 55

is secured over one end of the brake cylinder casing while disposed tov reciprocate. in said cylinder is a brake cylinder piston 5I. The piston 5I has at one side a pressure chamber 52 which is connected to a pipe 53 through which fluid under pressure is adapted to be supplied to said chamber for actuating said pistonto effect anl application of the brakes and through which iiuid under pressure isyadapted to be released from said chamber in. order to effect a release of the brakes. v

At the opposite side of. the brakezcylinder piston there is provided a non-pressure chamber 53 which is open to the atmosphere in the usual manner. The piston 5i is provided with a piston rod 55 secured to the piston for movement therewithy and extending through al suitable opening in the end of the non-pressure head. Outside the non-pressure head the, piston rod 55 is provided with a yoked end 55 to receive the upper end of the brake lever i5 and whichl is securedto said lever by va pin 5l. A brake cylinder release spring M is provided in theznon-.pressure chamber 54. and acts on the piston 5I for moving it to its release position upon the release of fluid under pressure from the pressure chamber 52. The pressure of the spring ill is also suiiicient to act, during this release movement of the brak-e cylinder piston, through lthe piston rod 55 and brake lever i5 and tierod 'i to move the brake .shoes I 4 and I5 out of contact with the brake drums I When the brake shoes I4 and Iliare thus dis-V engaged rom the brake drums iii, the pressure of the spring 3i on the end of the member I8 is adapted to support said member and thereby the several brake shoes in an elevated position defined by engagement of the adjustingl nut 35 with the lower wall 32 of the pocket 38, in which position the upermost brake shoes I3 are also out of Contact with the brake drums i5.

With the several parts of the brake rigging thus supported in their brake release position just de.- scribed, the brake drums I5 are free to rotate with the truck wheel 2 of the wheel andaXle assembly, as will be evident.

Operation This rotation of the lever @5 acts through thev pin I3 to move the brake shoes I5 into engagement with one side of the brake drums I5 and also acts through the tie rod 4,7 tonpullthe The lower end of thisr brake. shoes I4..into braking engagementy with theopposite side of said drums.

As thebrakeshoes I4 and I5 are thus forced.

against the. drums IU they move downwardly around the drumstoward each other due to their disposition below the .horizontal center-line of the drums. This downwardmovement of the brake shoes I4 and..I5 acts through the hangers 40 and 42 on the pin 39- to turn the member I8 in a clockwise. direction about the pin 25 and thus move the upper brake shoes I3 into braking engagement with the top portion of the drums i5; this movement of member I8 being opposed by the pressure ofspring 3|, as will be evident.

After the brake shoes I3 are thus moved into contact with the brake drums I they are pulled against said drums with a` force equal to the combined downward pull of the clasp arranged shoes #.4 and i on. the hangers 4] and 42 and thus provide brakingl of the Wheel and axle assembly `which is in addition to that provided by the brake shoes M and I5.

rhe degree `of pressure between the upperv brake shoes I3 and brake drums I depends upon the downward pull of the brake shoes Id and I5 which in turn depends upon the pressure of fluid supplied to the brake cylinder device to act on the brake cylinder piston 5I, and may be varied by varying the pressure of said fluid in the usual manner, as will be obvious.

When the brakes are applied the member I3 and thereby its pivot pin 2B are relieved of the weight of the several brake shoes and other parts of the brake rigging andv merely acts through the pin 39 to hold the brake shoes I3 against turning dueto the drag of the brake drums on said shoes, and since the brake shoes Id and I5 are connected directly through the rigid hangers 40 and 42 to the pin 38, it will be evident that the member I8 also acts to hold the shoes I4 and I5 against turning due to the .drag of the brake drums thereon. The degree of pressure thus applied to the pin is relatively small as cornpared to the forces acting on the hangers, levers and brake shoes and acts in a substantially hori- Zontal direction and thus does not materially interfere with vertical movement of the truck frame relative to the wheel and axle assembly. The spring 3i is compressed when the bra-kes are applied and acts to .dampen vertical movement ofv the truck frame, but this dampening effect is negligible, since the force of said spring is so small as compared to the weight of the truck frame and the portion of vehicle supported thereon. In other words, this lnovel brake arrangement provides for substantially free vertical movement of the truck frame when the brakes are applied. v

It will also be noted that since the positioning of the brake shoesis controlled entirely by engagement of the shoes I3 with the drums I0, and also sincethe brake cylinder 23 and all other parts of the rigging are so associated as to move as a unit relative to the truck frame, the operation of the brake arrangement'is independent against said drums equals the sum of the downward pull of the shoes I4 and I5, regardless of the direction of rotation of the brake drums. The degree of braking of the wheel and axle assembly is therefore independent of the direction of movement of the vehicle truck with this improved arrangement.

When it is desired to effect a release of the brakes after an application the iluid under pressure is vented from the brake cylinder piston chamber 52 by way of pipe 53 and when reduced to a sufficient degree, the spring 44 acting on the brake cylinder piston 5I moves said piston back to its release position shown in the drawings. This movement of the brake cylinder piston turns the brake lever 45 in a counterclockwise direction, which acts through pin 43 and tie rod 41 to move the brake shoes I4 and I5 apart and out of engagement with brake drums I0. As the brake shoes I4 and i5 are thus disengaged from the drums I the spring 3I acting on the member I8 rocks said member in a counterclockwise direction. This movement of member I8 acts through pin 39 to lift the brake shoes I3 out of engagement with the brake drums I0 and also through the hangers 40 and 42 to lift the shoes I4 and I5 to their release positions. With all of the brake shoes thus disengaged from the brake drums I Il and returned to their release positions shown in the drawings said drums and the wheel and axle assembly are again free to rotate.

In order to assure that the brake shoes I4 will be moved out of contact with the brake drums I 0 at the time the brakes are released, a stop 58 is arranged to be engaged by the brake lever 45 after sufficient movement thereof to pull the brake shoes I5 away from the drums I0 the desired degree. All further movement of the lever 45 then acts through the tie rod 41 to move the brake shoes I4 away from the drums.

It will be noted that the mass of the brake rigging at the left hand side of the pin 39, connecting said rigging to the member I8, is slightly Igreater than at the right hand side due to the weight of the portion of lever 45 disposed above the pin 43, and as a consequence, there is a posibility that the rigging when in its released condition might turn about the pin 39 in a counterclockwise direction sufficiently to effect dragging of the brake shoes I5 against the drums I0. In order to obviate this possibility, a stop 59 may be provided to be engaged by the hanger 4U when the brake shoes I4 are moved away from the brake drums I0 a chosen amount. In other words, the

stops 58 and 59 may be so arranged as to loosely hold the brake rigging in such a position that the shoes I4 and I5, when in their release condition, will all be spaced substantially the same distance from the brake drums. The stop 58 may be provided on a portion 60 depending diagonally from the outwardly extending portion 22 of the truck frame, while the stop 59 may be provided on a similar portion depending from the extension 29 of the truck frame.

While the invention has been described in detail in connection with two brake drums secured to the axle 3 outboard of the Wheel 2 it will be understood that said drums could be located inboard of the Wheel 2, if desired, or only one drum, instead of two, could be located in either position if one drum would provide a sufficient degree of braking of the wheel and axle assembly. It will be further understood that in cases where sufficient braking could be obtained by the use of three radially arranged brake` shoes', instead of' three pairs as above described, the brake mechanism could be arranged so that the shoes would engage the tread of the wheel 2. In the later case the brake drum or drums would of course be omitted.-

From the above description of the novel brake arrangement it will be noted that when the brake shoes are in their release condition all parts of the brake rigging, except the brake drums I0, are carried by the truck frame. In effecting an application of the brakes, however, the downward pull of the clasp arranged brake shoes is employed to operate the additional brake shoes located at the top of the drums to provide for additional braking of the wheel and axle assembly; the truck frame I not being subjected to any of the forces incident to braking except for the relatively small force applied to the pin 2D through the member I8 for holding the brake shoes against tiu'ning with the brake drums, plus the relatively light compressive force of spring 3I. The truck frame I0 is thus substantially free for vertical movement or vibration while the brakes are applied and in no way interferes with the control of the brakes on the Wheel and axle assembly.

The degree of braking of the brake shoes i3 is controlled entirely by the degree of downward pull of the brake shoes I4 and I5, and while this downward pull depends upon the direction of rotation of the drums ID, the combined pull of the shoes I4 and I5 applied to the pin 39 and thereby to the shoes I3 is the same regardless of the direction of rotation of said drums, so that the degree of braking attained from the slices I3 is independent of the direction of movement of the vehicle truck.

While only one embodiment of the invention has been shown and described in detail by way of illustration it is not intended to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described our invention, what we claim as new and desire to secure by Letters Patent, is:

1. A brake mechanism for an axle of a railway vehicle truck having a truck frame carried by said axle and having an annular rotatable member to be braked secured to rotate with said axle and provided with a peripheral braking surface said mechanism comprising a first friction brake element arranged to frictionally engage a portion of said surface to brake said element, means for actuating said rst brake element, a second friction brake element arranged to frictionall'y engage a circumferentially spaced por-- tion of said surface for also braking said axle, a tension member connected at one end to one of said brake elements and at the opposite end tc the other of said brake elements, support means carried by said frame and connected to said second brake element for normally supporting said second brake element from said frame out of contact with said surface and operative through said tension member to also support said first braking element, said support means being also operative to provide for movement ef said second named brake element relative to said frame intc contact with said surface, both of said brake elements being so arranged relative tc said rotatable element that operation of the said first brake element is operative to effect movement of the said second brake elementl relative to said frame into braking contact with said surface, and torque means connecting said brake elements to said frame for holding said elements against. turning with said rotatable member.

2. A brake mechanism for an axle for a railway vehicle truck having a truck frame carried by said axle and having an annular rotatable member `to be braked secured to rotate with said axle and provided with a peripheral braking surface, said mechanism comprisinga first friction brake element adapted to frictionally engage said surface for braking said axle, means for supporting said first brake element from said frame out of contact with said surface and providing for movement of said first brake element relative to said frame into frictional braking engagement `with said surface, a second friction brake element spaced from said rst brake element and adapted to Yfrictionally engage said surface for also effecting braking of said rotatable element, actuating means connected to said second brake element operative to move same into and out of braking engagement with said surface, a tension member connected at one end to said first brake element and at the opposite end to said second brake element, said brake elements being so arranged relative to each other around said braking surface that braking engagement of said second brake element with said surface is operative through said tension member to effect movement .of said rst brake element relative to said frame into braking engagement with said surface, and torque means connecting said brake elements toosaid frame securing said brake elements against turning With said rotatable element.

3. A brake mechanism for an axle of a railway vehicle truck having a truck frame carried by said axle and having an annular .rotatable member to be braked secured to rotate with said .axle and provided with a peripheral braking surface, said mechanism comprising a ilrst friction ybrake element arranged to engage said braking surface, means for applying braking pressure tdsaid .rst brake element in such direction that an exten.- sion of the line of force is disposed `at one `side of the axis of said rotatable member, for forcing said first brake element into braking engagement with said rotatable element, a second friction brake element for frictionally engaging a portion of said rotatable member at thev trailing side of said first brake element lees than .one hundred. eighty degrees from .the portion engaged by said first brake element, a tension member pivotally connected at one end to said first brake element and at the opposite end tosaid second brake element and operative to actuate said second brake element upon operation of said first brake element, a structure connecting said second brake element to said frame for holdingboth of .said brake elements against turning with said rotatable member, and means for operating said structure upon releasefof said brake elements from said `rotatable member to support said brake elements gagement with said rotatable element by a force .the line of action of which below the horizontal center-line of said rotatable member, means for applying said force to said rstbrake element, a second friction brake element ,disposed @at the trailing side of said first brake element .for engaging-1a portion of said rotatable element above said horizontal center-line, a tension member pivotally Aconnected at one end to one of said brakey elements and at the opposite end to the .other of said brake elements, support means connectinggsaid second brake element to said frame `for normally -supporting same from said frame out of contact with said rotatable element andproviding for movement of said second brake element relative to said frame into braking engagement with said 'rotatable member, said support` means being also operative through said tension member for normally supporting said firstbr-ake element, means for actuating said first brake element, and thereby said tension member sto actuatey said` second brake element, and means connecting said second brake element to said iframe for holding same and thereby said firstbra-keelement against turning with said rotatable member.

5.,.A- :brake mechanism for an axle of a railway vehicle truck having a truck frame carried by 4said'axle yand having `an annular rotatable memberto be brakedy secured to rotate with said axle and provided with a peripheral braking surface, a rigid member disposed over said rotatable member and extending longitudinally of -said truck frame, means providing ya pivotal .connection between one end of said rigid member and 4said truck frame, a first brake element disposed above saidvrotatable member on the vertical center-line thereof and operative to yfriotionallyengage-said rotatable member to ef- :fect braking thereof, a transversely extending pin pivotally'connecting said rst brake element to :said rigid member, a second brake element disposed to frictionally engage said rotatable .memberbelowl-the horizontal center-line thereof, .a I'combined.hanger and brakeoperating member pivotal-ly connected atone end to said pin and attheopposite end v:to said second brake element, :a -brake--cylinder` device carried by said rigid memberfand operatively connected to said second brake element for controlling movement thereof into and .out of @braking engagement with said rotatable member, said second brake element upon` braking engagement with said rotatable `member being operative through said combined hanger and brake operating member to pull said rst brakeelement into braking engagement with said-.rotatable member, and resilient means operati-ve on the opposite end of said rigid member to normally -supported both of said brake elements f-rom'said frame and providing for move rment of -said rigid member and sai-d second brake .element relative to said frame to eifect engagement between said second brake element and said rotatable member.

6. kA brake mechanism for the axle of a railway Vehicle truck having a truck frame carried by said axle andhaving a rotatable member secured to rotate with said axle and provided with .a peripheral braking surface, said mechanism comprising at least two friction brake elements arrangedin clasp relation at opposite sides of said rotatable element for engagement With said surface, a lever connected to one of said clasp arranged elements for effecting movement thereof into braking engagement with said surface, meansfor effecting movement of the other clasp arranged element into braking engagement with said .surface and for also operating said lever, said lever having a fulcrum movable substantially radially of said rotatable member, and at least one additional friction brake element carried by said fulcrum and movable into contact with said surface upon operation of said lever.

'7. A brake mechanism for the axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and provided with a peripheral braking surface, said mechanism comprising at least two friction brake elements arranged at opposite sides of said rotatable member in clasp relation therewith and below the horizontal center-line of said rotatable member, at least one additional brake element disposed to engage said surface at the top of said rotatable member, means securing said additional brake element against rotation with said rotatable member and providing for movement thereof radially of said rotatable member, a lever having a fulcrumed connection with said additional brake element and operatively connected to one of said clasp brake elements for effecting movement of said additional brake element into braking engagement with said surface upon operation of said one clasp brake element, and means for operating the other clasp brake element into braking engagement with said surface and for also operating said lever.

8. A brake mechanism for the axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and provided with a peripheral braking surface, said mechanism comprising at least two friction brake elements arranged in clasp relation at opposite sides of said rotatable member and below the horizontal center-line thereof, a lever for eecting movement of one of said brake elements into braking engagement with said surface, actuating means for effecting operation of said lever and for effecting movement of the other clasp brake element into braking engagement with said surface, a fulcrum for said lever disposed above said center-line substantially mid-way between said clasp brake elements, a movable member carried by said fulcrum for engagement with said surface, and means connecting said movable 'member to said other clasp brake element, said means and lever cooperating to move said member into contact with said surfaceupon operation of said actuating means.

9. A brake mechanism for the axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and provided with a peripheral braking surface, said brake mechanism comprising at least two friction brake elements arranged in clasp relation at opposite sides of said rotatable member and belowv the horizontal center-line thereof, at least one additional brake element disposed above said rotatable member, a connecting member pivotally connected at one end to said additional brake element and at the opposite end to one of said clasp brake elements, another connecting member pivotally connected at one end to said additional brake element and at the opposite end to the other of said clasp brake elements, and means for moving said clasp brake elements into braking engagement with said surface, said clasp brake elements being operative upon braking engagement with said surface to operate said connecting members to pull said additional brake element into braking engagement with said surface.

10. A brake mechanism for the axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and provided with a peripheral braking surface, said brake mechanism comprising at least two friction brake elements arranged in clasp relation at opposite sides of said rotatable member below the horizontal center-line thereof, at least one additional brake element disposed above said rotatable member substantially mid-way between said clasp brake elements, support means connecting said additional brake element to said truck frame for securing said additional brake element against rotation with said rotatable member and providing for radial movement of said additional brake element relative to said rotatable member, a lever connected to one of said clasp brake elements for actuating same and having a fulcrum connection with said support means, a tie member pivotally connected at one end to said fulcrum connection and at the opposite end to the other of said clasp brake elements, operating means for said other clasp brake element and for said lever operative to eilect movement of said clasp brake elements into and out of braking engagement with said rotatable member, said lever and tie member being operative by said clasp brake elements when in braking engagement with said rotatable member to effect movement of said additional brake element into braking engagement with, said rotatable member, and means carried by said frame and operative on said support means for supporting all of said brake elements from said truck frame upon release of said brake elements from said rotatable member.

ll. A brake mechanism for the axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and pro-vided with a peripheral braking surface, said brake mechanism comprising at least three friction brake elements arranged radially around said rotatable member for braking engagement with said surface, twoV of said brake elements being arranged in clasp relation at opposite sides of said rotatable member and below the horizontal centerline thereof and the third brak-e element being disposed above said rotatable member substantially mid-way between the clasp arranged brake elements, means for effecting movement of said clasp brake elements into and out of braking engagement with said rotatable member, a linklike element operatively connected at one end lto one of said clasp brake elements, another linklike element operatively connected at one end to the other clasp brake element, means providing a pivotal connection between the other ends of said link-like elements and said third brake element, said link-like elements being operative by said clasp brake elements upon frictional braking engagement with said surface to pull said third brake element radially of said rotatable member into braking engagement with said surface, and means operative upon disengagement of said clasp brake elements from said surface for disengaging said third brake element from said surface and for supporting all of said brake elements from said truck frame.

12. A brake mechanism for the axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and provided with a peripheral braking surface, said brake mechanism comprising at least two brake elements disposed in clasp relation at opposite sides of :said rotatable member and .below vthe horizontal center-line thereof for braking engagement with said surface, a dead lever` connected to one of said claspbrake elements 'for effecting movement thereof into braking engagement with said surface, means for effecting movement :of the other clasp brake element into engagement with said surface and operatively connected tor `said dead lever for effecting the `operation `thereof, a member secured to said vtruckframe providing a fulcrum :for said lever which is movable rradially of..said rotatableIv member, a tension member connected.` to said fulcrum and to 'said other clasp brake element, andzat least one additional brake `element carried by..saidfulcrum for engagingr said surface, said clasp brake elements being operative' upon engagement lwith said rotatable member to operate said dead lever and tension member to pull said additional brake .element into braking engagement with said surface.

13. A 'brake mechanism for an axle ofazrailway `vehicle truck having a truck frame resiliently supportedv on lsaid axle, said axle `having .La rotatable member secured to rotate therewith and provided with a peripheral friction ybraking surface, said brake mechanism comprising Aat least two brake elements arranged in clasp relation atopposite sides of said rotatable element forbraking engagement with :said surface-a lever connected to one of said clasp brake-elements for effecting movement thereof intoand out of braking engagement with said rotatable member, actuating means for operating said lever-and connected to theV otherclasp brake element forv controlling movement thereof into and out of braking engagement with said rotatable member, means providing a fu'lcrum for said ylever above said rotatable element and being operable vto move 'said fulcrum substantially radiallyuoffsaid rotatable member, a tension member connecting said vfulcmm. to said :other clasp lbrake element, at `least one additional brake element carried by said fulcrum, said clasp brake elements being operative `upon braking engagement with said rotatable member to voperate said lever and tension member to effect movement of `said additional Vbrake element into braking engagement with said rotatable member, and resilient-means carried by. said frame .and operative on .said fulcru-m to support all;of said brake elements from said frame when said brake elements .are ydisengaged from -said rotatable member.

14. A brake `mechanism .for an axle of` airailway vehicle truck having a truck vframe .resil- .iently supported on said axle, said axle having a rotatable member secured to rotate therewith .and

provided with a peripheral frictionbraking 'surface, said brake mechanism comprising at least two friction brake elements arranged 'in clasp relation at opposite sides of said rotatable member for braking engagement withsaid surface,

v rv'a .lever operatively connected to one of Vsaid clasp ymentrcarried .by 'saidfulcrumnfor braking engagement withisaid surface, said/clasp brake elementsbeing operative .through said lever and tension member upon braking engagegment ,with

saidrotatable member to effect movement of said vadditional brake element into braking engagement With said .rotatable member, and a spring carried by said frame and acting on said `beam-like member-forsuppQrting/all of-.said brake elements from ssaidfr-.ameruponidisengagementthereof from said rotatablevmember.

.lgifbrake:mechanism foran axle of a railway vehicle truck `having a truck frame resileientlyfsupportedon .said axle, said axle having a rotatable member :secured to rotate therewith.

andiprovided :with a peripheral friction braking 'surface, said .brake mechanism comprising at leasttwoxclasp brake elements.. arranged in clasp relationat opposite :sides of said rotatable mem- 'ber:.for;braking engagement with said surface, a

zdeadlevervconnected to one of said clasp brake elements for 'controlling movement thereof into fan'dmutfof braking engagement with said surface, arlive leverhavinga pivotal connection with the other clasp brake :element and operatively connected;.;to said dead lever for controlling movement iof :said/clasp brake elements into and out 'ofbraking engagement with said rotatable memvber,.ssaid.fdead .lever having a 4fulcruni disposed above said .rotatable member, .a .tension member connecting.-said..,fulcr11m to the connection between'said live Aleverandxthe clasp brake element connected'thereto, and at least one additional rfriction'brake element connected to said fulcrum :turf braking engagement with `said rotatable member, 'said clasp brake. elements being oper- .ative '.vuponbraking.engagement with said rotat- :able member. tooperate said dead lever and ten- :si'on-rmember .to eiect movement of said additional ibrakeelemem .into4 braking .engagement 'with saidirotatablemernber.

16;..Ar bra-ke mechanism for an axle rof a railway vehicleitruck having .a 'truck frame resilientlycvsupported on'saidaxle, said axle having a Yrotatable.member secured to rotate therewith .and provided'with yperipheral friction braking surface, .said :brake mechanism comprising at .least rtwo -brakenelements arranged in clasp rela- -tion` atucpp'osite sides of said :rotatable member zand' belovvthe horizontal center-line thereof for .engagingnsaid surface, atleast one additional .brake :element disposediabove said rotatable member on.ithe1vertical.center-line thereof and adapt- -e'dftto be moved finto frictional braking engageyInent'with saidsurface, a beam-like member exvtending .longitudinally of. said .truck frame and fhaa'inga't one end api-votal connection therewith, v

-means providing anxoperating connection between said'. additional brake element and said beam-:like member, ya :dead lever khaving a ful- ;crum ronsaidbeam-like member and operatively qconnected towoneof .said clasp brake elements foracont'rol'ling `movement thereof into and out ofbraking engagement with said rotatable memberga tensionfmember.connectedto said fr Crum Van'clh-aving afpivotal yconnection with` the other fof :said-.clasp brakewelements, a live lever oper- :atively connected to said other clasp brake ele- 'mentand to'said dead y.lever for controlling movementofxsaid clasp brake` elements into and out of. brakinglengagement with said surface, said claspxbrake `elements being. operative upon brak- .inglengagement withsaidsurlace to exert force through said dead lever and tension member on :said additional brake velement for effecting movement thereof into braking engagement with said surface, and spring means carried by said truck frame and operative on said beam-like member for disengaging said additional brake element from said rotatable member upon disengagement of said clasp brake elements from said rotatable member and for supporting all of said brake elements from said truck frame.

17. A brake mechanism for an axle of a railway vehicle truck having a truck frame resiliently supported on said axle, said axle having a rotatable member secured to rotate therewith and provided with peripheral friction braking surface, said brake mechanism comprising at least two brake elements arranged in clasp relation at opposite sides of said rotatable member and below the horizontal center-line thereof for engaging said surface, at least one additional brake element disposed above said rotatable member on the vertical center-line thereof and adapted to be moved into .frictional braking engagement with said surface, a beam-like member extending longitudinally of said truck frame and having at one end a pivotal connection therewith, means providing an operating connection between said additional brake element and said beam-like member, a dead lever having a fulcrum on said beam-like member and operatively connected to one of said clasp brake elements for controlling movement thereof into and out of braking engagement with said rotatable member, a tension member having a fulcrum connection with said beam-like member and a pivotal connection with the other of said clasp brake elements, a live lever operatively connected to said other clasp brake element and to said dead lever for -controlling movement of said clasp brake elements into and out of braking engagement with said surface, a brake cylinder device carried by and movable with said beam-like member and operatively connected to said live lever for controlling the operation thereof, said clasp brake elements being operative upon braking engagement with said surface to exert force through said dead lever and tension member on said additional brake element for effecting movement thereof into braking engagement with said surface, and spring means carried by said truck frame and operative on said beam for disengaging said additional brake element from said rotatable member upon disengagement of said clasp brake elements from said rotatable member and for supporting all of said brake elements from said truck frame,

18. A brake mechanism for an axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and provided with a peripheral braking surface, said brake mechanism comprising at least two clasp brake elements arranged at opposite sides of said rotatable member and below the horizontal center-line thereof in clasp relation, and at least one additional brake element disposed above said rotatable member on the vertical center-line thereof, a dead lever having operating connections with one of said clasp brake elements and with said additional brake element, a link element connecting the other clasp brake element with said additional brake element, a live lever pivotally connected to said other brake element, a tie rod connecting said levers, said live lever being operative upon movement in one direction to effect movement of one of said clasp brake elements into braking engagement with said surface and also operative to effect operation of said tie rod and dead lever site direction to disengage said clasp brake elements from said rotatable member, stop means for limiting movement of one of said clasp brake elements in the direction away from said rotatable member, said clasp brake elements being operative upon braking engagement with said rotatable member to provide forces in said dead lever and link element for drawing said additional brake element into braking engagement withsaid surface, and a spring carried by said truck frame and acting on said additional brake element for effecting movement of said additional brake element and said clasp brake elements in a vertical direction relative to said rotatable member upon disengagement of said clasp brake elements from said rotatable member.

19. A brake mechanism for an axle of a railway vehicle truck having a truck frame carried by said axle and having a rotatable member secured to rotate with said axle and provided with a peripheral braking face, said brake mechanism comprising at least three friction brake elements disposed around said rotatable member for frictionally engaging said surface, two of said brake elements being disposed in clasp relation below the horizontal center-line of said rotatable member and the third brake element being disposed above said rotatable member on the vertical center-line thereof, a diagonally arranged dead lever operatively connected to one of said clasp arranged brake elements and having a fulcrum connection with said third brake element, a diagonally disposed link-like member having a pivotal connection with the other of said clasp arranged brake elements and connected to said third brake element at the fulcrum connection with said dead lever, and a live lever pivotally connected to said other clasp brake element and operatively connected to said dead lever for controlling movement of all of said brake elements into and out of braking engagement with said rotatable member, said dead lever and link-like member being operative upon braking engagement of said clasped arranged brake elements with said rotatable member to effect movement of said third brake element into braking engagement with said rotatable member.

20. A brake mechanism for a Wheel and axle assembly of a railway vehicle truck comprising two brake drums arranged in spaced relation and secured to rotate with said assembly, at least three friction brake elements arranged around each of said drums with two of said elements disposed at the opposite sides of each drum below the horizontal center-line thereof in clasp relation and the third brake element for each drum being disposed above the drum on the vertical center-line thereof, diagonally disposed means extending through the space between said drums and connected at one end to the brake elements at one side of the two drums, a pin providing a fulcrum connection for the other end of said member with said third brake element on both drums, a pair of diagonally extending links one disposed adjacent the outer face of each of said drums, one end of both of said links having a fulcrum connection with said pin While the opposite end of both of said links is pivotally connected to the other clasp arranged brake element on both drums, means for operating said clasp arranged brake elements into braking engagement with said drums, said clasped arranged brake elements being operative upon braking engagement with said drums to act through said member and links for drawing the brake elements disposed above said drums into frictional braking engagement therewith.

2l. A brake mechanism for a wheel and axle assembly of a railway vehicle truck having a truck frame, said mechanism comprising a brake drum secured to rotate with said assembly, a beam-like member extending lengthwise of said truck frame over said drum and having at one end a pivotal connection with said frame, a fulcrum pin carried by said beam-like member substantially over the vertical center-line of said drum, a brake element carried on said pin, a pair of brake elements disposed at opposite sides oi v said drum below the horizontal center-line thereof and in clasp relation, a dead lever fulcrumed on said pin and pivotally connected to one of said clasp arranged brake elements, a link fulcrumed at one end on said pin and pivotally connected at the opposite end of the other clasp arranged brake element, a live lever having a pivotal connection with said other clasp arranged brake element and operatively connected to said dead lever for operating said clasp arranged brake elements into braking engagement with said drum, said clasp arranged brake elements being operative upon braking engagement with said drum to act through said dead lever end link for pulling the brake element disposed above said drum into braking engagement therewith, resilient means acting on said live lever for operating same to effect disengagement oi said clasp arranged brake elements from said drum, and a spring carried by said truck frame and acting on said beam-like member for disengaging said third brake element from said drum and for supporting all of said brake elements upon disengagement of said clasp brake elements from said drum.

22. In a brake mechanism for a railway vehicle truck, in combination, a braking surface carried by and rotatable with a wheel and axle assembly of the truck, clasp arranged brake elements movable into braking engagement with said surface, another brake element carried by the frame of the truck and movable relative thereto into braking engagement with said surface, operatively connected live and dead levers for actuating said clasp arranged brake elements, a fulcrum for said dead lever carried by said other element, and means operatively connecting said fulcrum and live lever, said means and dead lever being operative by the clasp arranged brake elements upon the braking engagement of the clasp arranged brake elements with said surface for actuating said other brake element.

23. In a brake mechanism for a railway vehicle truck in combination, a braking surface carried by and rotatable with a wheel and axle assembly of the truck, clasp arranged brake elements movable into braking engagement with said surface, another brake element carried by the frame of the truck and movable relative thereto into braking engagement with said surface, operatively connected live and dead levers for actuating said clasp arranged brake elements, a fulcrum for said dead lever located on the vertical center line of the wheel and axle assembly and carried by said other element, and means operatively connecting said fulcrum and live lever, said means and dead lever being operative by the clasp arranged brake elements upon the braking engagement of the clasp arranged brake elements with said surface for actuating said other brake element.

24. In a brake mechanism for a railway vehicle truck, in combination, a braking surface carried by and rotatable with a wheel and axle assembly of the truck, clasp arranged brake elements movable into braking engagement with said surface, another brake element carried by the frame of the truck and movable relative thereto into braking engagement with said surface, operatively connected live and dead levers for actuating said clasp arranged brake elements, a fulcrum for said dead lever carried by said other element, and means operatively connecting said fulcrum and live lever, said means and fulcrum supporting said live lever and one of said clasp arranged brake elements from said other brake element, and said dead lever supporting the other of said clasp arranged brake elements, said means and dead lever being operative upon the engagement of the clasp arranged brake elements with said surface for actuating said other brake element.

25. In a brake mechanism for a railway vehicle truck, in combination, a braking surface carried by and rotatable with a wheel and axle assembly of the truck, clasp arranged brake elements movable into braking engagement with said surface, another brake element carried by the frame of the truck and movable relative thereto into braking engagement with said sursurface, operatively connected live and dead levn ers for actuating said clasp arranged brake elements, said dead lever sloping upwardly and inwardly toward the vertical center line of the wheel and axle assembly, a member sloping upwardly and outwardly toward said vertical center-line, said member being operatively connected at its lower end to said live lever, and a fulcrum operatively connecting the upper ends of said dead lever and member together and to said other brake element, said member and dead lever being operative by said clasp arranged brake elements when the elements are in braking engagement with said surface for actuating said other brake element into engagement with said surface.

RANKIN J. BUSH. WILLIAM H. GLASS. 

